2026 Ford F-150 Reviews, Pricing & Specs

Unlike Chevrolet and Ram, Ford can honestly say it's never had a bad grille. That rings true for the nine grille styles on the latest F-150, including our STX Lobo test vehicle. A blackened Ford logo is surrounded with bright, dashed-white LEDs. Thick chrome adorns the Lariat and King Ranch, the Platinum darkens it but keeps the same look, the Tremor has orange double-bar plastic trim, the Raptor spells "Ford" in stretched capitals, and most of the lower trims have a black mesh. Wraparound LED headlights are reserved for the King Ranch and Platinum, which also include accents around the fog lights. The Raptor has amber lights and three dashed clearance lights because of its enormous width.

There are a variety of wheels (from 17 to 22 inches) and tires (from all-seasons to chunky all-terrains). Up to 10 paint choices are offered. The King Ranch goes two-tone with tan-coloured lower body panels, but otherwise most F-150s are boring. Handsome, yes, but they’re dressed like a 1990s office worker in a cubicle surrounded by beige drop ceiling panels. Our Lobo test truck glammed up the STX trim with a body kit, black 22-inch wheels, a five-centimetre rear suspension drop, and black exhaust tips. But painted in Oxford White, it too closely resembled a roofing contractor's ride, not a truck meant for street style.

The interior colours are marginal at best with the King Ranch's rich brown leather or the Platinum's dark tan being the only standouts. Where is the creativity? Even the leather-stitched Raptor comes in a drab, dark black hue similar to the cloth-trimmed STX. The interior itself looks good with sharp screens purposefully integrated into the dash, chunky analog controls, and good fit and finish. But for material quality, top trims of the GMC Sierra 1500 and Ram 1500 do it way, way better for the same money.

A full-size pickup truck is built for towing, but shoppers who do that all the time might be better served by the heavy-duty Ford F-Series Super Duty. Like other full-size pickups, the F-150 performs best when towing at half to three quarters of its estimated capacity (a maximum of 6,120 kilograms (13,500 pounds) of towing capacity or 1,100 kilograms (2,440 pounds) of payload, depending on the exact configuration). For moderate to occasional towing, the F-150’s turbocharged EcoBoost V6 engines are more than adequate and pair well with the standard 10-speed automatic transmission. Rear-wheel drive (RWD) is standard on the XL, STX, and XLT trims in Canada, while four-wheel drive (4WD) with low range is standard beginning at the Tremor grade.

The base engine is a 2.7-litre turbo V6 with 325 horsepower and 400 pound-feet of torque. It's standard on XL, STX, and XLT trims. The 5.0-litre "Coyote" V8, a Mustang engine that sounds burly, pumps out 400 hp and 410 lb-ft. It's the only engine for the base XL with the 6.5-foot bed and an upgrade on the XL long bed, STX, XLT, Lariat, and Tremor. Underneath the muscle noise, however, is laziness when launching and kicking down during mid-range acceleration. The 10-speed automatic transmission is a bad partner for this engine because it reveals wide torque gaps as middle gears hold for too long while lower gears bang off too quickly.

The 3.5-litre twin-turbo V6 that's standard on the Lariat, King Ranch, Platinum, and Tremor is the best all-rounder. With 400 hp and 500 lb-ft, this engine is effortless and outright quick with either the available 3.73 or 3.55 rear axle. That it's so responsive and eager on regular gas is all the more impressive because full output is only available with premium fuel. We cannot recommend the PowerBoost hybrid because we haven't tested one in years, and when we did, the switch from gas to electric power was clunky. The hybrid’s city fuel economy is impressive at 11.3 litres per 100 kilometres, but the V6 and V8 models come close on the highway (our Lobo is rated at 14.8 L/100 km city, 10.4 highway, and 12.8 combined). The added weight and laggy response negate the hybrid's 430 hp and 570 lb-ft.

The Raptors are predictably mad and definitely need the expensive gas. The V6 Raptor increases output from the 3.5-litre V6 to 450 hp and 510 lb-ft, while the Raptor R packs a 5.2-litre supercharged V8 from the last Shelby GT500 Mustang, good for 720 hp and 640 lb-ft. They're lifted, widened, and have racing suspensions that let them sail over crests and dunes. Their loud exhausts are obnoxiously perfect, and Ford's racing engineers re-tuned or strengthened everything for heavy abuse, including the transfer cases.

The F-150's rear leaf springs can't match the smooth ride provided by the Ram 1500’s coil springs. The steering has a lot of slop, but the brakes are superior to the tiny rotors on every GMC and Chevrolet pickup. All in all, the turbo V6 engines are the F-150's strength. Handling and ride quality are good, not great, and road isolation is only average. The Raptors ride on a cloud, but they should since they're as tall as a building.

The F-150 comes in three cab and three bed sizes. The Regular two-door cab is restricted to the XL base model but can be paired with a 6.5- or an 8-foot bed. The Super Cab, with a set of half rear doors, is only paired with the 6.5-foot bed on XL, STX, and XLT trims. The SuperCrew, with four full-size doors, is available on all trims with the 5.5-foot bed and six trims with the 6.5-foot bed (XL, XLT, Lariat, King Ranch, Platinum). Tremor and Raptor trims come only as a SuperCrew with the short bed. All the usual liners, lighting, and hookups are available.

A unique Ford-only feature is the Pro Access Tailgate, which can swing outward using only a portion of the tailgate in addition to dropping down. A kickdown step and an extendable pole are available for climbing into the bed, but they're awkward to set up and lock back in place. The best functionality is the hybrid’s Pro Power Onboard system, which features a handful of AC electrical outlets in the bed that can handle up to 7,200 watts of power (regular models with this system can still provide an impressive 2,400 watts). The integrated bed scale — which measured cargo weight from the infotainment screen — is no longer available, and we miss it.

Sight lines are great from any angle, and the downward sweep of the front windows helps when drivers need to see the corners of the truck when maneuvering in tight spaces. Basic features such as automatic climate control, a vanity mirror on the driver's visor, and power seats were absent from the STX we tested, a reminder that lower trim levels of big pickups are still pretty basic.

Ford's front-row work surface (part of the Mobile Office Package) is a clever double-hinged centre console that can fold over the cupholders and the gear selector (which can power fold into the console, if equipped). Zone Lighting, which is now standard on all trims from the XLT, lets the driver independently control lights on the mirrors, tailgate, and headlights while the truck is off. This is a boon for night jobs or anywhere it’s pitch black. Ford's Pro Trailer Backup Assist is segment-leading tech that can automatically steer a long trailer in reverse.

A 12-inch touchscreen with Sync 4 software and an analog instrument panel with a 4-inch display are standard. BlueCruise, which allows hands-free driving on marked highways, is optional on XLT, Lariat, Tremor, King Ranch, and Platinum (and unavailable on other trims). It worked well during our test but wasn't as accurate or as up to date as the Super Cruise system available in the GMC Sierra 1500 and the Chevy Silverado 1500. Wireless Apple CarPlay and Android Auto are standard, too, and take up the majority of the infotainment screen when in use.

Upper trims have Bang & Olufsen stereos (with either eight or 14 speakers), massaging front seats, heated rear seats, head-up display, navigation, a full digital instrument panel, and twin sunroofs. Remote start, a wireless charging pad, and cooled front seats are either optional or standard on base to mid-level trims. A power tailgate is standard on the King Ranch, while power running boards are optional.

Standard on all F-150 trims are high-beam assist, blind-spot monitoring with rear cross-traffic alert, forward automatic emergency braking with intersection assist and pedestrian detection, evasive steering assist, lane keep assist, a driver attention monitor, rear parking sensors, and rear emergency braking. Adaptive cruise control is optional, along with the aforementioned Blue Cruise system. Knee airbags, a front-centre airbag, and rear side airbags are not available.

At the time of writing, the Insurance Institute for Highway Safety (IIHS) had given the 2026 F-150 its top "Good" rating in the small overlap and side crash tests but the worst "Poor" rating in the front moderate overlap test and hadn’t released other results. The U.S. National Highway Traffic Safety Administration (NHTSA) gave the F-150 its highest five-star overall safety rating, with five stars in the frontal and side crash tests.

The 2026 Ford F-150 starts in Canada at $55,385 for the XL with the regular cab, including a $2,695 destination charge. Our STX with the Lobo upgrades and the spray-in bedliner has a Canadian price of $78,985 with destination. Heavily optioned King Ranch and Platinum models can crest $100,000. The Raptor starts at $113,320, not including the federal luxury tax on the portion of the price above $100,000, while a Raptor R is $155,475 at minimum. At time of writing, various factory discounts are available on non-Raptor models.

Ford's powertrain warranty and lack of scheduled maintenance are average for the class, while Ram's 10-year/160,000-kilometre powertrain warranty is a superior addition starting with 2026 models. Overall, the F-150 is very competitive and often class-leading across its many configurations. We think Ford should do more with colours and materials to better keep up with top trims from Ram and GM, but in terms of both affordability and all-out performance, this is a great truck lineup.